brinkmann



nu. 617,633. a rammed 1an. 10,1899.

n. BnmKMANN. l v l SHIFTIIG, REVERSINB, MID GNTRULLING IEGHANISM FORVESSELS.

6 Sheets-Sheet l.

(Application led June 7, 1898.1 (llo Model.)

m. Nk. o o ,o m. O QI Q u O o O oozloo O O e0 oo O O \J\M e e o b\ wx WMN s@ o G o o 0 .,w. w%`\ VBO mu N0. 6|7,533 Patented lll. l0, |899.

H. BBINKMANN.

SHIFTING, REVERSING, AND CONTROLLING MECHANISM FOR VESSELS.

(Application led June 7, 1898.1

6 Sheets-Sheet 2.

(No Model.)

@Hannut No. 6|7,633. Patented lan. l0, |899.

' H BRINKMANIL SHIFTING, BEVER-SING, AND CUNTROLLING MECHANISHFDR'VESSELS.

(Applicgcion med June 1, 159s No Model.) v v s sheets-sheet 3.

Patented 1an. lo, |899.

` H. BRINKMANN.

SHIFTING, REVERSING, AND CONTRULLING MECHANISM FUR VESSELS.

(Application led June 7, 1898.\

A6 Sheets-Sheet 4.

(No Model.)

Q my, moe

affanni,

No. 617,633. Patented 1an. lo, m99.

n. BnmKMAnN. SHIFTIN?, REVEBSING, AND GDNTHULLING MEGHANISM FOR'VESSELS.

(Application iled June 7, 1898. (No Mudel.)A

6 Sheets-Sheet 5.

I I I annum, I

v Sheets-Sheet 6.

Patented lan. l0, |899.

H. BRINKMANN.

(Application led June '7, 189B.)

SHIFTING, REVERSlNG, AND CUNTRULLING MECHANISM FOR VESSELS'.

(No Model.)

Si if@ UNITED STATES` HEINRICH BRINKMANN,

PATENT OFFICE. 1

orv MUNICI-I, GERMANY.'

^ SHIFT-ING, REVER'SING, AND CONTROLLING MECl-IANISM FOR VESSELS.- A

' srncrmcuron forming pm of Letters Patent No. cimes, dated JanuaryV10,1899.

Application llled June 7, N98.

To VLtZZ whom it may concern:

. Be it known that I, HEINRIcn BRINKMANN, a citizen of Germany, residingat Munich, in -the Empire of Germany, have invented certain newanduse'ful Improvements in Shifting, Reversing, and ControllingMechanism for Vessels; and I do hereby declare-the following v to be afull, clear, and exact descripof a vessel or fromits deck.

My invention consists in the features, de-

y tails of construction, and combination of parts which will first bedescribed in connection with the accompanying drawings, `andV thenlparticularly pointed out in the claims. VIn the drawings, Figure 1 is adiagrammatic view of an apparatus embodying my invention; l i'gs.- 8, 4,5, and 6, similar views;

-each illustrating a separate embodiment of my invention. Fig. 7 is adetail View of the throttle-valve, and Fig. 8 a similar view of athrottle-valve device opened by one piston.

Referring to the drawings, X is a throttlevalve device placed in themain steam-pipe' X', which leads from lthe boiler to the engines whichvare employed to rotate the propeller, said boilers-and engines not beingshown, as they constitute no part ofthe presentinvention. Thisthrottle-valve is preferably of the form described in my application,Serial No. 663,326, filed December' 24, 1.897, and is as follows: v Y YThe steam-supplypipe X' is'provided with a throttle-valve e, Fig. 7,insuch a manner that the 'steam in thesupply-pipe X will tend to openthe valve, the live steam .passing in the direction of the arrows. On*the upper portion of the throttle-valve body is securedy the frameworkof the valve-operating'mechanism, said framework being providedwithY Aadownward-extending plug h, which enters an opening in the top of thevalve-body and Servesas a stop device to limit the upward.

- propeller.

sein 30.582.853. (mman.)

'said framework and is provided with a crossarm f, pivoted to its upperend, the stem being suitably packed where 'it passes through againstpacking e4.. v e

At each side of the valve-stem e2 'ranged two cylinders, formedimthe'framework, within which are pistons c k', having piston-rods k2 7c3,respectively, connected by links f2 to the ends of the cross-arm f. Thecylinders `are provided ateachfend with port-s for a purpose hereinafterdescribed.

Y, Figs. 1 to 6, is a propeller-blade-adjusting mechanism of anysuitable constructionsuch, for instance, as shown kand described ,in myapplication, Serial No. 660,949, filed These partsare constructed,preferably, as follows: k The propeller head or body is composed ofthree sections at, a', and I). is screwed upon the shaft proper, whichis hollow, while the section a is a circular piece firmly connectedtothe cap b by. screws, one of which is shown at Il. The third sectiona' is u sedas a rear capto protect the end of the are ar- The section bmovement the throttle-valve e, the latter having-a stem e2, whichprojects'throughthe v 4the framework, as byagland es, screwed into anopening in the framework andvbearing.

December 6, 18W-this being connected to a propeller Z, also disclosed insaid application.

f The propeller-wings A, of which only one `Is shown, are journaied insockets at the j unction of jthe section b and the central sectiona,.one half of each'k journal being formed in one section and the otherhalf, in the other section, whereby the propeller-blades may be readilyinserted or removed by separatin g said sections. Each propeller-wing Acarries a `bevel-gear 'm 'at its lower end, which gears project beyondthe central section a and mesh with a second bevel-'gear m', fixed uponan adj usting-shaft w, which extends through the central section a andis steadied at its outer end by means cfa center screw (l, screwedthrough'the cap-section a".' 'The adjusting.

the :coupler Z "with arscrew-lhrcad .,Z' of high IOO pitch,`the,angle ofthe thread being preferably from sixty to eighty degrees. On thisscrew-threadedportion is placed a nut g, connected to two rods h', whichextend through holes in the'cap' q, which forms the forwardv arock-lever p, having its ends provided with slots p2, in which aremovably mounted jonrnal-boxes s, through which pass studs or pins s',fixed in cross-heads s2, movable in slide'- ways s3 and secured to theends of pistonrods t t', whose pistons aremovable in cylinders t2, eachof which is provided with a port at each end for a purpose hereinafterdescribed. 'lo the studs s' are also connected links o, which have theirouter ends pivoted to slide-blocks o', movable in guides o2, arranged atright angles to the direction of movementofthepistons.Outsidetheseslideblocks are placed springs o3, adjustable in tension bymeans of screws o4, bearing on the outer ends of the springs. l

The pistons and rock-lever compose .what I will term a shifting andreversing` mechanism, while the guides o2, slide-blocks o', springs o3,and the links o constitute a brake mechanism. The said lshifting andreversing mechanism is similar in construction and operation to thatdisclosed in my'Patent No. 585,649, issued July 6, 1897, while the brakemechanism resembles in general that shown and described in my PatentNe.571,745, issued November 24,1896.

The present' invention consists in means whereby by a single lever theshifting and reversing mechanism and the throttle-valve device aresuitably operated simultaneously in such a manner as to adjust thepropellerblades as may vbe desired landcorrespondingly regulate thespeed of the propeller-engines by controlling the supply of steam to.said engines through the throttle-valves.

ln Fig. 1 I have shown one manner of carrying out my invention. In thisfigure, n is a valve-chest having a steam-inletn supplied with steamfrom any-.suitable source. This valve-chest has an exhaust-port n2, andat leach side ot'v it two outlet-ports 113 rn.4 n l11"'. fi thin thevalvechest is located a slide-valve fn", of the usual D shape, arrangedto control the supply of steam to the desired outletports and moved by avalve-stem n", conconnected to the corresponding ports at the rear endsof the cylinders t' of the shifting and reversing gear by steam pi pcsU' and U", while the outlet-ports 'n.5 and fn are connected to theeorrespondin g ports at the forward ends of the said cylinders, by thepipes U? and U3.

The ports at the upper ends of the cylinders of the throttle-valvemechanism are connected bypipes V and Vsto the pipes U and U,respectively, while the ports at the lower ends of said cylinders areconnected by pipes V2 and V4 to pipes U2 and U4, respectively.

The operation of the device shown in Fig. v

1 is as follows: 'When the hand-lever nl" is in the position shown inFig. 1 at 1, steam will pass through the pipes U' and U4 and through thepipes V' and Vfl while the pipes V2 and V3 and the pipes U2 and U3 willbe in communication with the exhaust-port n2. The rock-lever pof theshiftingand reversing mechanism will be held in the position shown inFig. 1, so that the propeller-blades will be in a position to drivel.the vessel'ahead. At the same time the piston :kof the throttlevalvedevice will be raised, while the piston k will be lowered, therebyopenin g the throttle-valve e and permitting the propeller-engines toreceive a full supply of steam. lf now it is desired to reverse thedirection of movement of the vessel, the hand-lever fnl" is shifted tothe position 3, so as to move the slidevalve n7 to a position oppositethat shown in Fig. 1, during the progress of which movement the saidslide-valve first connects the pipes U4 and V4 with the exhaust-port nand simultaneously admits steam tothe pipesUi and V3, after which italso connects pipes U and V with the exhaust-port n2 and admits steam tothe pipes U2 and V2. As soon as-the first-mentioned action takes placethe steam passing through pipes U3 forces the pistonrod t of theshifting and reversing mechanism rearward, thereby moving thecorresponding end of t-he rock-lever p' rearward, and thus moving thesleeve 71.2 to its intermediate position, whereby the nut g is alsoforced rearward and the adjusting-shaft 'w turned to a sufficient extenttorotate the propeller-blades to a position where they will have notendency to propel the vessel in either .direction At the same time thesteam entering pipe V3 will force the piston k downward and close thethrottle-valve e, thereby shifting off a 'Leam from thepropeller-engines. This first action stops the propulsion of the vessel,and if it be desired to accomplish only this the handlever n10 is notthrown to its extreme position, but is held at its intermediate point 2,Fig. 1; but when the lever has beenthrown fully over to the position 3,as previouslyvdescribed, the second action-viz., the admission of steamto pipes U2 and V2-causes the IOO LIQ

piston-rod t to be forced rearward, th us push' nut g still farther inthe same direction and giving the adjusting-sha1' t uf a furtherrotation, whereby the propeller-blades are' rot-ated to a position forforcing the vessel astern. At the same time the steam passing throughpipe V2 raises the piston 7c' and again opens thethrottle-valve e, thusgiving a full head corresponding parts of its cylinders connected bypipes W W2, which are connected to pipes' U5 U, respectively, the latterpipes beingin communication with the outlet-ports a5 n3, respectively,of the slide-valve. The remaining outlet-ports 114016 are not connectedto the shifting and lreversing mechanism, but are connected to thethrottle-valve by pipes V7 and V8 in the same manner as in Fig. 1.

\ 'l' he only difference in the operation of' this construction fromthat shown in Fig. 1 is that there is no intermediate position in whichthe sleeve h2 may be retained, the pistonrods 't and t being movedsimultaneously rearward or forward, :so that the propellervblades mustbe shifted from a position for driving the4 vessell ahead to a positionfordriving it astern. The throttle-valve, however, willoperate exactlyas described inconnection with Fig. 1, thus first shutting olii' thesteam from the propeller-en gi n-es as the shiftying and reversingmechanism moves from one position to the other and then turning it onagain. Y

In Fig. 3 I have shown a construction in which the slide-valves areprovided with two ports H15 and n in addition to'those shown in Fig. r2.In .this arrangement the throttle-valve receives its steam independentof the supply to the shifting and reversing mechanism, which has itssteam-pipe U5 connected to the outlet-port n. By this means thethrottle-valve device has an intermediate position between itsfully-closed and full y-opened positions, whereby the propeller-enginesmay ie given full steam ahead or rearward or only a limited amount ofsteam in either direction, the lever n1 -having five positions, asindicated in Fig. 3.

In Fig. 5 I have illustrated a construction similar to Fig. 3, with `thedifference that a rotary valve is employed and the throttle.-

valveV device is somewhat altered.` This throttle-valve device, Fig. 8,comprises "a throttle-valve'et, a piston-rod k4,`.connected thereto,apiston k",and a cylinder klin which the piston moves, the steaml beingsupplied through pipes U7 and Ua to the upper and lower ends of thecylinder. In this arrangement the throttle-valve is moved at once fromits position of entirely closed to full open.

In Fig. 5 is illustrated an arrangement similar to that shown in Fig. 3,with the enception that a rotary'valve is employcdsin place of theslide-valve.

In Fig.6 I have shown aconstructon wherein-the throttle-valve is`controlled by one slide-valve. n?, and the shifting and reversingmechanism is controlled by another slidevalve n", these two slide-valvesbeing connected by a common valve-stem n, which is operated by a leverin the same manner as has been previously described.

Having thus fully described my invention, l

what I'claim as new, and desire to secure by Letters Patent of theUnited States, is'

1. Thecombiuation,withapropellerhaving adjustable blades, apropeller-blade-adjusting mechanismand shifting and reversing mechanismfor actuating the said propellerblade-adjusting mechanism, offathrottlevalve device, for controlling the supply. of,

steam to the propeller-engines, means for actuating said throttle-valve,and mechanism arranged to simultaneously control thethrottle-valve-actuating means and the shifting and reversing mechanism.

2. The c0mbination,with a propeller having Y adjustable blades, apropeller-blade-adjusting mechanism, a fluid-operated shifting andreversing mechanism for actuating the said propeller-blade-adjustingmechanism, of a throttle-valve device forcontrolling the supply of steamto the propeller-engines, fluidoperated means for actuating. saidthrottlevalve, and mechanism for controllingthe supply of fluid to thesaid throttlevalve-actuating means and the shifting and reversingmechanism.

The combination,with a propeller having adjustable blades, apropelling-blade-adjusting mechanism, and a {luid-operated shifting 'andreversing 'mechanism for actuating the loo saidpropeller-blade-adjusting mechanism, of

a throttle-valve device for con trolling the supply of steam to thepropeller-engines, fiuidoperated means for actuating said throttlevalve,a slide-valve arranged to control the supply of Huid-to the saidthrottle-valve-actuating means and to the shiitingand reversingmechanism, and meansv for moving the throttle-valve.

4. The combination,with a propeller having IIO adjustableblades, apropeller-blade-adjusting mechanism, and shifting and reversingmechanism for 'actuating the said propellerblade-adjustingV mechanism,of a throttlevvalve device for controlling the vsupply of steam to thepropeller-engines, means for actuating' said throttle-valve, mechanismarranged to simultaneously eontrol'the throttlevalve-actuating means andthe shifting and reversing mechanism, and a brake device for holding thesaid shifting and reversing mec'hanism in its adjusted position. l v Y5. The combinatien,with a propeller having adjustable blades, apropeller-blade-adjusting mechanism, and shifting and reversing devicefor holding the' said shifting and reversing mechanism in its adjustedposition. Io 1n testimony 'whereof I al'lx my signature in presence oftwo witnesses.

HEINRICH RRINKMANN. Witnesses:

A. M. (JUIsUi-HUNG,- CARL MAYER.

